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EP 1 810 892 B1 |
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EUROPEAN PATENT SPECIFICATION |
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Mention of the grant of the patent: |
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29.07.2009 Bulletin 2009/31 |
(22) |
Date of filing: 16.01.2006 |
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International Patent Classification (IPC):
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(54) |
Vehicle front interior structure
Vordere innere Struktur für ein Kraftfahrzeug
Structure intérieure et frontale d'un véhicule
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Designated Contracting States: |
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DE GB SE |
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Date of publication of application: |
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25.07.2007 Bulletin 2007/30 |
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Proprietor: Ford Global Technologies, LLC |
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Dearborn, MI 48126 (US) |
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Inventors: |
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- Jonsson, Tony
SE-441 91, Alingsås (SE)
- Erlingfors, Mats
SE-444 65, Jörlanda (SE)
- Andersson, Karin
SE-352 41, VÄXJÖ (SE)
- Fredriksson, Anders
SE-414 67, Göteborg (SE)
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(74) |
Representative: Ekström, Nils |
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Albihns AB
P.O. Box 142 401 22 Göteborg 401 22 Göteborg (SE) |
(56) |
References cited: :
EP-A- 1 371 510 FR-A- 2 853 043
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DE-A1- 19 626 441
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Note: Within nine months from the publication of the mention of the grant of the European
patent, any person may give notice to the European Patent Office of opposition to
the European patent
granted. Notice of opposition shall be filed in a written reasoned statement. It shall
not be deemed to
have been filed until the opposition fee has been paid. (Art. 99(1) European Patent
Convention).
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TECHNICAL FIELD
[0001] This invention relates to a vehicle front interior structure, comprising a windshield
support member adapted to absorb impact energy in the event of a collision with e.g.
a pedestrian.
BACKGROUND ART
[0002] Vehicles have for many years been designed to protect the occupants of the vehicle.
Another important aspect in the design of vehicles is to prevent, or at least reduce,
injuries of pedestrians in the event of a collision. Most of the disclosed designs
focus on the front end or hood (bonnet) structure of the vehicle. An important aspect
in this context is to reduce the impact to the head of a pedestrian. In a collision
with an adult pedestrian the head of the pedestrian is likely to hit the vehicle somewhere
at the hood or the windshield (windscreen). Whereas both the hood and the windshield
are relatively flexible and therefore can absorb a great deal of the impact energy,
the interface between the hood and the windshield generally is a rigid zone which
therefore may cause severe injuries if hit. The rigidity of this zone is due to the
front interior structure located below the lower part of the windshield.
[0003] A front interior structure of a motor vehicle includes a plurality of components
that may be more or less integrated into each other and wherein the individual components
may be known under different names. Examples of components in conventional front interior
structures are dashboard, instrument panel, airbags, steering column supports, air
flow/ventilation ducts, windshield support, HVAC unit (heating, ventilating and air
conditioning unit), various instruments and electronic devices, as well as various
brackets and fasteners. Normally, an instrument panel beam (cross member) extends
transversely below the windshield between the front pillars (A-pillars) of an automotive
body as to provide support to the windshield and the dashboard etc., as well as to
provide structural rigidity and support to the vehicle. Examples of vehicle interior
front structures are given in e.g.
US6520849,
US6447041 and
US5678877.
[0004] A few proposals on how to make this rigid hood/windshield zone more "pedestrian-friendly"
have been presented in the past.
JP2004034832 discloses a vertically movable component of an external air introduction duct stated
to mitigate injuries of pedestrian in the event of an accident as well as to simplify
production.
US6193304 and
US6193305 both disclose a windshield support structure having a bend portion with a V-shaped
cross-section that absorbs energy by bending at impact.
EP 1371510 discloses windshield support structures involving frangible members that break or
deform at impact according the preamble of claim 1.
DE 196 26 441 discloses a vehicle cockpit where air channels form a cross bar. However, there is
still a need for improvements in this field.
DISCLOSURE OF INVENTION
[0005] The object of this invention is to provide a vehicle front interior structure that
exhibit improved impact energy absorbance properties compared to conventional structures,
in particular in the event of a collision with a pedestrian. This object is achieved
by the technical features contained in claim 1. The dependent claims contain advantageous
embodiments, further developments and variants of the invention.
[0006] The invention concerns a vehicle front interior structure, comprising a windshield
support member adapted to absorb impact energy in the event of a collision with e.g.
a pedestrian. The invention is characterized in that the windshield support member
comprises a curved flange adapted to support a lower part of a windshield and to be
deformed in a roll-bending manner when exposed to an impact, said curved flange being
C-shaped. An advantageous effect of this design is that a flange with a curved cross
section exhibits an almost constant deformation force, i.e. the force acting as to
avoid further deformation. During impact the deformation of the flange will follow
an impacting object, i.e. the flange will exhibit a roll bending behaviour such that
the plastic deformation zone moves continuously along the flange. In contrast to a
e.g. a V-shaped flange, that exhibits a force-deformation curve where, after an initial
peak, the force decreases with increasing deformation, the inventive curved flange
exhibits a force-deformation curve where, after an initial increase, the force is
essentially independent of the deformation. The inventive curved flange can therefore
absorb a larger amount of impact energy compared to a V-shaped flange of similar dimensions.
This will in turn reduce the injuries in a collision with a pedestrian.
[0007] In a first advantageous embodiment of the invention the curved flange extends along
a lower part of the windshield and has a radius between 25 and 100 mm, preferably
between 50 and 60 mm, and a convex side directed in a forward direction. Preferably,
the windshield support member is attached to a supporting cross member that is positioned
at least 50 mm, preferably at least 75 mm, more preferably at least 100 mm, from the
windshield. Such a design allows for an advantageous impact energy absorbance function.
[0008] In a second advantageous embodiment of the invention the vehicle front interior structure
comprises a dashboard member being directly or indirectly secured to a vehicle body,
wherein the dashboard member is adapted to detach from the vehicle body when the dashboard
member is exposed to a force exceeding a pre-determined limit. An advantageous effect
of this design is that the stiffness of the structure is reduced since the dashboard
member will yield to the impact of an object, such as a head of a pedestrian, which
in turn will increase the braking distance and thereby slow down the deceleration
of the object. This will in turn reduce the injuries in a collision with a pedestrian.
[0009] In a third advantageous embodiment of the invention the vehicle front interior structure
comprises an air flow distribution duct arranged essentially parallel with the windshield,
wherein the distribution duct is divided into at least two sections connected by a
flexible joint that extends in a direction essentially across the distribution duct.
An advantageous effect of this design is that the stiffness of the structure is reduced
since the air flow distribution duct will yield around the joint to the impact of
an object, such as a head of a pedestrian, which in turn will slow down the deceleration
of the object. This will in turn reduce the injuries in a collision with a pedestrian.
[0010] In a fourth advantageous embodiment of the invention the vehicle front interior structure
comprises an air flow main duct arranged to lead air upwards from an HVAC-unit, wherein
the main duct is at least partly formed in a flexible material, such as a thermo plastic
elastomer. This makes the main duct flexible in a direction important for slowing
down the deceleration of an impacting object, such as a head of a pedestrian. Preferably,
the HVAC-unit is arranged below the main duct wherein a connection surface between
the main duct and the HVAC-unit is inclined in a rear direction. An advantageous effect
of this feature is that the main duct can disconnect from the HVAC-unit in order to
further increase the braking distance of an impacting object.
[0011] In a fifth advantageous embodiment of the invention a front portion of a dashboard
member positioned in connection with the windshield is arranged to be considerable
weaker than the main parts of the remaining portion of the dashboard member. Thereby
it is possible to dispense with rigid material in this position which allows impact
absorbing parts of the vehicle front interior structure to work efficiently.
BRIEF DESCRIPTION OF DRAWINGS
[0012] In the description of the invention given below reference is made to the following
figures, in which:
- Figure 1
- shows, in an exploded perspective view, a preferred embodiment of the vehicle front
interior structure according to the invention,
- Figure 2
- shows the embodiment of the invention according to figure 1 in an assembled mode,
- Figure 3
- shows a first detail of the preferred embodiment of the invention,
- Figure 4
- shows a second detail of the preferred embodiment of the invention,
- Figure 5
- shows a third detail of the preferred embodiment of the invention, and
- Fig. 6a-6e
- show, in a schematic side view, the function of the inventive vehicle front interior
structure during a collision.
EMBODIMENTS OF THE INVENTION
[0013] Figure 1 schematically shows in an exploded perspective view a vehicle front interior
structure 1 according to a preferred embodiment of the invention. A cross member 10
extends transversely at some distance below a windshield 12 between the A-pillars
14 of a schematically shown vehicle body 16. The cross member 10 provides structural
rigidity and support to the vehicle and it also supports a windshield supporting member
15 comprising a curved flange 15'. A hood 13 is also shown in figure 1. The front
interior structure 1 further comprises a first, outer, dashboard member 18'; a second
dashboard member 18" forming main air flow ducts 24 and air flow distribution ducts
26; and a heating, ventilating and air conditioning unit (HVAC-unit) 22. The HVAC-unit
22 is principally a solid box containing air treatment equipment. The main ducts 24
lead the treated (e.g. heated) air from the HVAC-unit 22 in a diagonal forward/upwards
direction to the distribution ducts 26 arranged in parallel with the windshield 12,
which distribution ducts 26 guide the air flow to outlets directed towards the windshield
12 and towards side windows. The first and second dashboard members 18', 18" are actually
welded together as to form one integral dashboard unit 18 wherein the distribution
ducts 26 are formed when the two members 18', 18" are assembled. The integral dashboard
member 18 is provided with fastening members 17 adapted to be fastened to brackets
19 arranged on the vehicle body 16. As will be described further below, the fastening
members 17 and brackets 19 exhibit a detachment function such that the dashboard member
18 becomes detachably secured to the vehicle body 16.
[0014] The vehicle front interior structure 1 may of course also be provided with various
other parts, such as instruments, steering column, glove compartment and airbags,
which are not shown in the figures. Openings 30 allow space for some of such parts.
[0015] The outer dashboard member 18' is, in a conventional manner, made up of a carrier
covered with foam and an outer surface layer, wherein the carrier gives the dashboard
member 18' a structural rigidity. However, a front portion 21 of the outer dashboard
member 18', i.e. the part of the outer dashboard member 18' that is positioned in
association with a lower part of the windshield 12, has been made much weaker than
the rest of the outer dashboard member 18' by modifying the carrier in this front
portion 21. The main function of this weakened front portion 21 is to significantly
increase the flexibility of the dashboard in the position close to the windshield
12 so that the curved flange 15' is allowed to absorb impact energy in an efficient
manner as is further described below. The dashboard front portion 21 should principally
be as weak as possible in order to make it possible to dispense with any rigid parts
in the position close to the windshield 12, since such parts might interfere with
the function of the curved flange 15'. It is sufficient if the front portion 21 has
a self-supporting strength. In the example described here the carrier in the weaker
front portion 21 is made of a thermo plastic elastomer and constitutes the front 60
mm portion of the outer dashboard member 18'. Due to this feature, the front portion
will easily yield but also slightly contribute to the absorption of impact energy
in the event of a collision. The weakened front portion 21 of the outer dashboard
member 18' is hold in place at the lower part of the windshield 12 by means of a flexible
sealing member (not shown) that extends horizontally along the windshield 12 and that
has a clips function that is adapted to detach rather easily at an impact.
[0016] The integral dashboard member 18, and thus the second dashboard member 18", is positioned
such that the main ducts 24 becomes positioned on top of the HVAC-unit 22 that thus
forms a duct support. The HVAC-unit 22 is inclined in a direction towards the rear
of the vehicle such that the main ducts 24, and thus the dashboard members 18', 18",
more easily can slide off the supporting surface of the HVAC-unit 22 in the event
of a collision.
[0017] Figure 2 shows the vehicle front interior structure 1 in an assembled mode.
[0018] In figure 3 the outer dashboard member 18', as well as the windshield 12 and the
hood 13, have been removed in order to show the second dashboard member 18" and the
attachment of the dashboard to the cross member 10 and other parts of the vehicle
body 16. With regard to reduction of pedestrian injuries, it is important that the
distribution ducts 26 are capable of yielding when exposed to a force directed perpendicular
to the windshield 12. Since the distribution ducts 26 are arranged essentially in
parallel with the windshield 12, the distribution ducts 26 should thus be capable
of yielding in a direction perpendicular to their longitudinal axis. As can be seen
in figure 3, the distribution ducts 26 are divided into four sections 26', 26", 26"',
26"" separated by flexible joints 28 that extend in a direction across the distribution
ducts 26. In this case the flexible joints 28 are, in principle, produced by cutting
off the distribution duct 26, normally made in ABS plastic, and re-joining the sections
with a thermo plastic elastomer (TPE) with low stiffness. Preferably, the flexible
joints 28 are moulded together with the duct sections 26', 26", 26"', 26"". Conventionally,
the distribution ducts 26 form a rigid transversal beam section, but by splitting
them up into several parts they become flexible such that they yield in the event
of a collision impact. As an alternative to the use of TPE, the flexible joints 28
could be achieved by giving the end parts of the duct sections 26', 26", 26"', 26""
a bellows design or a telescopic function.
[0019] The fastening means, i.e. the fastening member 17 and the bracket 19, are adapted
to detach when the second dashboard member 18" is exposed to a force exceeding a certain
pre-determined limit. In most situations the force of interest is the resulting force
directed diagonally backwards/downwards as indicated by the arrows. Conventional dashboards
are rigid and firmly attached to the vehicle body. The main function of the inventive
detaching function of the dashboard member 18 is to extend the braking distance of
a pedestrian that hits the windshield 12 and the dashboard positioned behind/below.
What will happen in the event of such a collision is that, until the force reaches
the pre-determined limit, part of the impact energy will be absorbed by the dashboard
members 18', 18" due to inherent resilience. As the force reaches the pre-determined
limit, one or several of the fastening means 17, 19 will detach; they do not necessarily
have to detach simultaneously. Between the instants of time when the detachments occur,
and also after the last fastening means 17, 19 has detached, further impact energy
will be absorbed by the dashboard members 18', 18" due to inherent resilience. Which
value to choose for this pre-determined limit depends on the over-all design of the
interior structure 1, such as if there are other collapsable/detachable systems present
and in which way different systems or functions co-operate. Generally, if the pre-determined
limit is too low the dashboard might detach unintentionally, i.e. the dashboard may
come loose in non-accidental situations, and if the pre-determined limit is too high
the structure will not absorb impact energy in the intended manner. Around 0,5 kN
may be regarded as a lower limit. In the example described in this text the pre-determined
limit at which the dashboard member comes loose is set to 0,8 kN. A value in the interval
0,6 - 1,0 kN would be reasonable. A value of around 1,5 kN may be regarded as an upper
limit. The force at which the individual brackets 19 or fastening members 17 should
be designed to detach or collapse depends on the total number of brackets and how
they are positioned.
[0020] Figure 4 shows, in an enlarged sectional perspective view, the fastening means 17,
19 used for attaching the dashboard member 18 to the cross member 10 that forms a
part of the vehicle body 16. The brackets 19 are made of steel and are firmly attached
to the cross member 10 or other parts of the vehicle body 16. Each bracket 19 constitutes
of a vertically positioned plate extending in a backward direction, in relation to
the vehicle, and is provided with a longitudinal recess 19' that is open in the rear
and side directions. The fastening members 17 are made of plastics and each fastening
member 17 is provided with a vertical recess 17' having a width adapted to receive
the bracket 19, and a breakable member 23, adapted to fit into the longitudinal recess
19'. The breakable member 23 is adapted to collapse when the dashboard member 18 is
exposed to a downwardly directed force exceeding a certain pre-determined value. The
vertical recess 17' extends in an upward direction to allow the dashboard member 18
to move downwards when the breakable member 23 collapses. The dashboard member 18
is easily arranged onto the brackets 19 by pushing it in a forward direction after
having adjusted its vertical position. The brackets 19 are designed to guide the breakable
member 23 into the longitudinal recess 19'. Various other, easily detachable fastening
means (not shown), such as screws, holds the dashboard member 18 in place so that
it does not slide backwards. Naturally, it is possible to use other materials than
steel and plastics for the bracket 19 and the fastening member 17. In particular,
various deformable material could be used to form the breakable member 23.
[0021] Figure 5 shows a magnified view of a part of the second dashboard member 18", as
well as of the windshield supporting member 15. Conventionally, a dashboard member
constituting air flow ducts is made of ABS plastics which is a good structural material,
is relatively inexpensive and is weldable. Such a rigid conventional dashboard is,
however, not suitable for absorbing impact energy. With regard to reduction of pedestrian
injuries, it is important that the main ducts 24 are capable of yielding when exposed
to a force directed perpendicular to the windshield 12. Since the main ducts 24 are
arranged essentially perpendicular to the plane of the windshield 12, the main ducts
24 should thus be capable of yielding in a direction along with their longitudinal
axis. In contrast to a conventional dashboard, a significant portion of the inventive
second dashboard member 18" is therefore made out of a thermo plastic elastomer (TPE)
which reduces the stiffness of the structure allowing further absorption of impact
energy in the event of a collision. Parts made of TPE are indicated by slanted, stepped,
line areas in figure 5. In particular, the portions of the second dashboard member
18" forming the main ducts 24 are made of TPE. Figure 5 also shows the TPE in one
of the flexible joints 28 that divides the distribution ducts 26. As can be seen in
figure 5 some parts are made of ABS to allow welding together with other parts of
the dashboard. As an alternative, or complement, to the use of TPE the main ducts
24 may have a bellows or telescopic design which also reduces the stiffness of the
structure. As will be further described below, the lower support of the main ducts
24 has a disconnection function achieved by a detach function and/or a geometry that
allows movement of the main duct 24 such as an appropriate inclination of contact
surface.
[0022] The front interior structure 1 may further be provided with load distributors (not
shown) in the form of one or several relatively thin and flat plates positioned in
front of the windshield supporting member 15 below, and in the same plane as, the
windshield 12. The load distributors are adapted to transmit loads to the windshield
and further to a roof structure in the event of a vehicle front crash. Since the load
distributors have a flat form and are positioned in the same plane as the windshield
12 they will, in the event of a pedestrian head impact, easily bend or collapse with
a minimum of force contribution in head impact direction.
[0023] Figures 6a-6e show a schematic cross sectional view of the inventive vehicle front
interior structure 1 during impact of an object 20, such as a head of pedestrian.
The figures 6a-6e are in chronological order such that in figure 6a the impact starts
whereas in figure 6e the velocity of the object 20 is zero relative to the vehicle.
As shown in figure 6a the cross member 10 is positioned at a distance D1 from the
windshield 12 and the windshield-hood interface. As the cross member 10 is a rigid
supporting member the distance D1 determines the total depth of the deformation zone.
The distance D1 should be at least around 50 mm but a preferred value is around 110
mm. Figure 6a also shows the windshield supporting member 15 having a curved, C-shaped
flange 15' that is positioned between the cross member 10 and the windshield 12. The
windshield supporting member 15 is constituted of a substantially straight lower flange
member, that is fastened to the cross member 10, and a curved flange member 15' with
a radius of 55 mm. The convex side of the C-shaped flange 15' is faced towards the
front of the vehicle, whereas the concave side is facing the rear of the vehicle.
The windshield supporting member 15 is attached to the cross member 10 essentially
along its entire length. The C-shaped flange 15' is produced from a steel sheet with
a thickness of 0,7 mm. In the example described here the whole windshield supporting
member 15 is made from the same steel sheet. In order to adapt the windshield supporting
member 15 to e.g. different vehicle interior structures it is possible to vary e.g.
the steel plate thickness, within an interval of around 0,5-1,5 mm, and to modify
the curvature of the flange 15'. In this regard it is important that the flexibility
of the curved flange 15' is adapted to an impact corresponding to a head of a pedestrian
in the event of a collision and that the curved flange 15' is adapted to be deformed
in a roll-bending behaviour as further described below.
[0024] Figure 6b shows the situation slightly after impact of the object 20 at the lower
part of the windshield 12. As shown in figure 6b the windshield supporting member
15 has started to deform. Due to its curved cross section the flange 15' exhibits
an almost constant deformation force, i.e. the force acting as to avoid further deformation.
During impact the deformation of the flange 15' follows the object, i.e. the flange
15' exhibits a roll bending behaviour such that the plastic deformation zone moves
continuously. In contrast to a e.g. a V-shaped flange, that exhibits a force-deformation
curve where, after an initial peak, the force decreases with increasing deformation,
the inventive curved flange 15' exhibits a force-deformation curve where, after an
initial increase, the force is essentially independent of the deformation. The inventive
curved flange 15' can thus absorb a larger amount of impact energy compared to a V-shaped
flange of similar dimensions. In addition to the C-shape, the windshield supporting
member 15 is slightly bent in a z-direction, i.e. in a direction parallel to the cross
member 10, which enhances the tendency of exhibiting a flat force-deformation curve
and which also has the effect of giving a more local deformation. In order to achieve
the advantageous roll-bending effect it is important to avoid a too small radius of
the curved flange member. In particular, it is important to avoid a bending indication
such as a V-shape. A preferred interval of the radius is between 25 and 100 mm.
[0025] In figure 6c the windshield supporting member 15 has been further deformed and the
weakened front portion 21 of the dashboard member 18 has started to deform. So far,
the impact energy of the object has been absorbed by the windshield 12, the hood 13,
the C-shaped flange 15' and the weakened dashboard front portion 21.
[0026] In figure 6d the windshield supporting member 15, as well as the weakened dashboard
front portion 21, have been further deformed. At this moment also the ducts 24, 26
have started to contribute to the impact energy absorption; the distribution ducts
26 have yielded at one or several of the flexible joints 28 whereas the main ducts
24 have started to deform due to their content of flexible material.
[0027] In figure 6e the fastening means 17, 19 has disengaged or collapsed such that the
dashboard member 18 has detached from the vehicle body 16 (including the cross member
10). Further, the duct support has been disconnected from the HVAC-unit 22 due to
the inclination of the connecting surface. In figure 6e an angle α of inclination
is indicated. A preferred value of this angle α for achieving a proper disconnecting
function is around 20-60°.
[0028] In the front interior structure described, any supports and fixations of the front
part of the dashboard, i.e. up to around 300 mm from the dashboard front edge, are
detachable or deformable, i.e. when a certain force level is exceeded the support
or fixation collapse or detach so that the dashboard member comes loose from the vehicle
body 16. This means that the support stiffness is considerably reduced. This function
is obtained both for the dashboard itself and any system integrated into the dashboard.
[0029] A commonly used parameter in designing vehicles to be less hazardous to pedestrians
is the so-called HIC (Head Injury Criteria) level which is a measure of the absorbed
energy of a head of a pedestrian in the event of an accident. In principal, the HIC
level is calculated from the time dependency of the retardation of the head. The lower
the level of the HIC, the lower the risk of having injuries. Conventional vehicle
front interior structures typically give an HIC-level of at least 2000 which results
in a serious injury. To reduce serious injury in the plenum area the HIC value has
to be reduced to a value below around 1000. A main reason for the high-level HIC associated
with the conventional structures is that that the supporting cross member in these
structures is positioned directly below the windshield thus working as a direct windshield
support. Such a structure provides no deformation zone that can absorb the impact
energy. In contrast, the inventive vehicle front interior structure 1 provides several
different structural improvements that contribute to the absorption of the impact
energy: the roll-bending behaviour of the curved windshield supporting flange 15';
the collapsable or detachable supporting 17, 19 of the dashboard 18; and the flexibility
of the duct systems 24, 26 and their support. In principal, these structural details
can be applied individually depending on the overall design of a particular vehicle
front interior structure. However, by combining some or all of these structural details
the total impact energy to be absorbed may be divided between the details making it
easier to find a proper design solution for each detail. As a general rule the total
force the energy absorbing parts should be designed for is about 3 kN. A general advantage
of the inventive front interior structure 1 is that it does not rely on complicated
and usually rather expensive active components such as airbags, but instead rely on
relatively simple and inexpensive components that form a passive safety system.
[0030] In this context the expression "dashboard member" refers to a main part of a dashboard
arrangement positioned below the windshield 12 in a vehicle. In the example described
here, the dashboard arrangement comprises two main parts: the first dashboard member
18', which is the outer, visible part of the dashboard arrangement and which sometimes
is referred to as an instrument panel; and the second dashboard member 18", which
defines the major part of the ducts 24, 26 and which sometimes is referred to as a
base member or a dashboard carrier. These two main parts extend between the A-pillars
14, are attached to the vehicle body 16 via the cross member 10, and are, in this
particular example, joined together as to form one integral dashboard member 18. Smaller
dashboard components, such as instruments and airbags, are in turn attached to these
main parts. In alternative dashboard arrangements the two dashboard members 18', 18"
may be less integrated; the ducts 24, 26 may e.g. be defined only by the second dashboard
member 18" and the two dashboard members 18', 18" may be attached to the vehicle body
14 in a more independent way than in the example described here. Further, a main dashboard
member, in particular the second, concealed dashboard member 18", may be constituted
of several main parts that may be individually fastened to the vehicle body 16. Any
part of the dashboard arrangement that is relevant in the context of reducing injuries
in collisions with pedestrians may be regarded as a "dashboard member". For instance,
the dashboard arrangement may comprise an upper dashboard member positioned horizontally
at the lower part of the windshield. This upper dashboard member could be detachably
attached to the vehicle body and thus be regarded as the "dashboard member". In order
to realize the detachable function of the dashboard member as described above it is
sufficient that one of the main parts of the dashboard arrangement is detachably arranged.
However, in order to make use of the advantages associated with this function it is
important that other parts of the dashboard arrangement do not destroy the advantages
provided by the detachable part. Therefore, these other parts should either be detachable
themselves, be arranged onto the detachable part, or have a very flexible structure.
The detachable dashboard member(s) can be directly or indirectly secured to the vehicle
body. In the preferred embodiment of the invention shown in the figures the main,
integral dashboard member 18 may be regarded as directly secured to the vehicle body
16 since only some fastening means 17, 19 are involved. As an alternative, it is possible
to attach a main dashboard member to an additional dashboard member that in turn is
detachably arranged onto the vehicle body. Such an additional dashboard member may
be regarded as a main part of the dashboard arrangement and, thus, as the detachable
"dashboard member".
[0031] With the expression that the windshield support member 15 is adapted to absorb impact
energy is meant that the windshield support member 15 is flexible such as to allow
a deformation zone to be formed in the event of an impact of e.g. a head of a pedestrian.
This means, for instance, that any rigid cross member adapted to give stability to
the vehicle, which cross member due to its stabilizing function would not contribute
to the deformation zone in the event of an impact of a head, must be positioned at
some distance from the windshield.
[0032] The invention is not limited by the embodiments described above but can be modified
in various ways within the scope of the claims. For instance, it is not necessary
that the various impact energy absorbing parts are activated in the same order as
described in relation to figures 6a-6e.
[0033] Further, the windshield supporting member 15 can be designed and arranged in various
ways but it is important to include a curved flange adapted to be deformed in a roll-bending
manner when exposed to an impact as described above.
[0034] As an alternative to the breakable/collapsable function of the fastening means 17,
19 it is possible to use other detachable functions, such as a clips function.
[0035] It should be noted that wording such as "detach" and "detachable function" refer
both to detachable/attachable structures and structures that collapse, i.e. that become
destructed when detached.
1. Vehicle front interior structure (1), comprising a windshield support member (15)
adapted to absorb impact energy in the event of a collision with e.g. a pedestrian,
characterized in
that the windshield support member (15) comprises a curved flange (15') adapted to support
a lower part of a windshield (12) and to be deformed in a roll-bending manner when
exposed to an impact, said curved flange (15') being C-shaped.
2. Vehicle front interior structure (1) according to claim 1,
characterized in
that the curved flange (15') extends along a lower part of the windshield (12).
3. Vehicle front interior structure (1) according to claim 1 or 2,
characterized in
that the curved flange (15') has a radius (R) between 25 and 100 mm.
4. Vehicle front interior structure (1) according to claim 3,
characterized in
that the curved flange (15') has a radius (R) between 50 and 60 mm.
5. Vehicle front interior structure (1) according to anyone of the above claims,
characterized in
that the curved flange (15') has a convex side directed in a forward direction.
6. Vehicle front interior structure (1) according to anyone of the above claims,
characterized in
that the windshield support member (15) is attached to a supporting cross member (10).
7. Vehicle front interior structure (1) according to claim 6,
characterized in
that the supporting cross member (10) is positioned at least 50 mm, preferably at least
75 mm, more preferably at least 100 mm, from the windshield (12).
8. Vehicle front interior structure (1) according to anyone of the above claims,
characterized in
that it comprises a dashboard member (18, 18', 18") being directly or indirectly secured
to a vehicle body (10, 16), wherein the dashboard member (18, 18', 18") is adapted
to detach from the vehicle body (16) when the dashboard member (18, 18', 18") is exposed
to a force exceeding a pre-determined limit.
9. Vehicle front interior structure (1) according to claim 8,
characterized in
that the dashboard member (18, 18', 18") is secured to the vehicle body (10, 16) using
fastening means (17, 19) comprising a fastening member (17), attached to the dashboard
member (18, 18', 18"), and a bracket (19), attached to the vehicle body (10, 16),
wherein the fastening means (17, 19) comprises a breakable member (23) adapted to
collapse when exposed to a force exceeding a pre-determined limit.
10. Vehicle front interior structure (1) according to claim 8 or 9,
characterized in
that the pre-determined limit of the force is in the range 0,5-1,5 kN,
11. Vehicle front interior structure (1) according to anyone of the above claims,
characterized in
that it comprises an air flow distribution duct (26) arranged essentially parallel with
the windshield (12), wherein the distribution duct (26) is divided into at least two
sections (26', 26", 26"', 26"") connected by a flexible joint (28) that extends in
a direction essentially across the distribution duct (26).
12. Vehicle front interior structure (1) according to claim 11,
characterized in
that the flexible joint (28) comprises a flexible material, such as a thermo plastic elastomer,
arranged to connect adjacent distribution duct sections (26', 26", 26"', 26"").
13. Vehicle front interior structure (1) according to claim 11 or 12,
characterized in
that the air flow distribution duct (26) is integrated into a dashboard member (18, 18',
18").
14. Vehicle front interior structure (1) according to anyone of the above claims,
characterized in
that it comprises an air flow main duct (24) arranged to lead air upwards from an HVAC-unit
(22), wherein the main duct (24) is at least partly formed in a flexible material,
such as a thermo plastic elastomer.
15. Vehicle front interior structure (1) according to claim 14,
characterized in
that the HVAC-unit (22) is arranged below the main duct (24) wherein a connection surface
between the main duct (24) and the HVAC-unit (22) is inclined in a rear direction.
16. Vehicle front interior structure (1) according to anyone of the above claims,
characterized in
that a front portion (21) of a dashboard member (18, 18', 18") positioned in connection
with the windshield (12) is arranged to be considerable weaker than the main parts
of the remaining portion of the dashboard member (18, 18', 18")
1. Vordere innere Struktur für ein Fahrzeug (1) umfassend ein Frontscheibentrageelement
(15), das ausgebildet ist, um Aufprallenergie im Fall einer Kollision mit z.B. einem
Fußgänger aufzunehmen,
dadurch gekennzeichnet, dass
das Frontscheibentrageelement (15) einen gekrümmten Flansch (15') umfasst, der ausgebildet
ist, um einen unteren Teil einer Frontscheibe (12) zu stützen und um, wenn er einem
Aufprall ausgesetzt ist, auf rollbiegeartige Weise verformt zu werden, wobei der gekrümmte
Flansch (15') C-förmig ist.
2. Vordere innere Struktur für ein Fahrzeug nach Anspruch 1, dadurch gekennzeichnet, dass sich der gekrümmte Flansch (15') entlang eines unteren Abschnitts der Frontscheibe
(12) erstreckt.
3. Vordere innere Struktur für ein Fahrzeug nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass der gekrümmte Flansch (15') einen Radius (R) zwischen 25 und 100mm aufweist.
4. Vordere innere Struktur für ein Fahrzeug nach Anspruch 3, dadurch gekennzeichnet, dass der gekrümmte Flansch (15') einen Radius (R) zwischen 50 und 60mm aufweist.
5. Vordere innere Struktur für ein Fahrzeug einem der oberen Ansprüche, dadurch gekennzeichnet, dass der gekrümmte Flansch (15') eine in Vorwärtsrichtung gerichtete konvexe Seite aufweist.
6. Vordere innere Struktur für ein Fahrzeug einem der oberen Ansprüche, dadurch gekennzeichnet, dass das Frontscheibentrageelement (15) an einer stützenden Querstrebe (10) angeordnet
ist.
7. Vordere innere Struktur für ein Fahrzeug nach Anspruch 6, dadurch gekennzeichnet, dass die stützende Querstrebe (10) zumindest 50mm, bevorzugt zumindest 75mm, noch bevorzugter
zumindest 100mm entfernt von der Frontscheibe (12) angeordnet ist.
8. Vordere innere Struktur für ein Fahrzeug einem der oberen Ansprüche, dadurch gekennzeichnet, dass sie ein Armaturenbrettelement (18, 18', 18") aufweist das direkt oder indirekt an
dem Fahrzeugkörper (10, 16) befestigt ist, wobei das Armaturenbrettelement (18, 18',
18") dazu geeignet ist von dem Fahrzeugkörper (16) entfernt zu werden, wenn das Armaturenbrettelement
(18, 18', 18") einer Kraft ausgesetzt ist, die einen voreingestellten Grenzwert überschreitet.
9. Vordere innere Struktur für ein Fahrzeug nach Anspruch 8, dadurch gekennzeichnet, dass das Armaturenbrettelement (18, 18', 18") an dem Fahrzeugkörper (10, 16) mittels Befestigungsmitteln
(17, 19) befestigt ist, die ein an dem Armaturenbrettelement (18, 18', 18") angeordnetes
Befestigungselement (17) und eine an dem Fahrzeugkörper (10, 16) angeordnete Klammer
(19) aufweisen, wobei die Befestigungsmittel (17, 19) ein zerbrechliches Element (23)
umfassen, das ausgebildet ist, um zu kollabieren, wenn eine Kraft einen voreingestellten
Grenzwert überschreitet.
10. Vordere innere Struktur für ein Fahrzeug nach Anspruch 8 oder 9, dadurch gekennzeichnet, dass der voreingestellte Grenzwert im Bereich von 0,5 bis 1,5 kN liegt.
11. Vordere innere Struktur für ein Fahrzeug einem der oberen Ansprüche, dadurch gekennzeichnet, dass sie einen Luftflussverteilungskanal (26), der im Wesentlichen parallel zu der Frontscheibe
(12) angeordnet ist, umfasst, wobei der Verteilungskanal (26) in zumindest zwei Abschnitte
(26', 26'', 26'', 26'''') unterteil ist, die durch eine flexible Verbindung (28),
die sich in einer im Wesentlichen quer über den Verteilungskanal (26) verlaufenden
Richtung erstreckt, verbunden sind.
12. Vordere innere Struktur für ein Fahrzeug nach Anspruch 11, dadurch gekennzeichnet, dass die flexible Verbindung (28) ein flexible Material, wie ein thermoplastisches Elastomer,
umfasst und angeordnet ist, um benachbarte Verteilungskanalabschnitte (26', 26'',
26''', 26'''') zu verbinden.
13. Vordere innere Struktur für ein Fahrzeug nach Anspruch 11 oder 12, dadurch gekennzeichnet, dass der Luftflussverteilungskanal (26) in ein Armaturenbrettelement (18, 18', 18'') integriert
ist.
14. Vordere innere Struktur für ein Fahrzeug einem der oberen Ansprüche, dadurch gekennzeichnet, dass sie einen Luftflusshauptkanal (24) umfasst, der angeordnet ist, um Luft aufwärts
von einer HVAC-Einheit (22) zu führen, wobei der Hauptkanal (24) zumindest teilweise
aus einem flexiblen Material, wie einem thermoplastischen Elastomer, ausgebildet ist.
15. Vordere innere Struktur für ein Fahrzeug nach Anspruch 14, dadurch gekennzeichnet, dass die HVAC-Einheit (22) unter dem Hauptkanal (24) angeordnet ist, wobei eine Verbindungsoberfläche
zwischen dem Hauptkanal (24) und der HVAC-Einheit (22) in einer rückwärtigen Richtung
geneigt ist.
16. Vordere innere Struktur für ein Fahrzeug einem der oberen Ansprüche, dadurch gekennzeichnet, dass ein vorderer Abschnitt (21) eines Armaturenbrettelements (18, 18', 18''), der in
Verbindung mit der Frontscheibe (12) angeordnet ist, angeordnet ist, um deutlich schwächer
als die Hauptteile des verbleibenden Abschnitts des Armaturenbrettelements (18, 18',
18") zu sein.
1. Structure intérieure frontale d'un véhicule (1), comprenant un élément de support
de pare-brise (15) adapté pour absorber l'énergie d'un impact en cas de collision
avec, par exemple, un piéton,
caractérisée en ce que
l'élément de support de pare-brise (15) comprend un flasque incurvé (15') adapté pour
supporter une partie inférieure d'un pare-brise (12) et pour être déformé de façon
à s'enrouler quand il est exposé à un impact, ledit flasque incurvé (15') étant en
forme de C.
2. Structure intérieure frontale d'un véhicule (1) selon la revendication 1,
caractérisée en ce que
le flasque incurvé (15') s'étend le long d'une partie inférieure du pare-brise (12).
3. Structure intérieure frontale d'un véhicule (1) selon les revendications 1 ou 2,
caractérisée en ce que
le flasque incurvé (15') a un rayon (R) entre 25 et 100 mm.
4. Structure intérieure frontale d'un véhicule (1) selon la revendication 3,
caractérisée en ce que
le flasque incurvé (15') a un rayon (R) entre 50 et 60 mm.
5. Structure intérieure frontale d'un véhicule (1) selon l'une quelconque des revendications
précédentes,
caractérisée en ce que
le flasque incurvé (15') a un côté convexe dirigé dans une direction vers l'avant.
6. Structure intérieure frontale d'un véhicule (1) selon l'une quelconque des revendications
précédentes,
caractérisée en ce que
l'élément de support de pare-brise (15) est fixé à un élément de support transversal
(10).
7. Structure intérieure frontale d'un véhicule (1) selon la revendication 6,
caractérisée en ce que
l'élément de support transversal (10) est positionné à au moins 50 mm, de préférence
au moins 75 mm, plus préférablement au moins 100 mm, du pare-brise (12).
8. Structure intérieure frontale d'un véhicule (1) selon l'une quelconque des revendications
précédentes, caractérisée en ce qu'elle comprend un élément de tableau de bord (18, 18', 18") directement ou indirectement
fixé à la carrosserie du véhicule (10, 16), dans lequel l'élément de tableau de bord
(18, 18', 18") est adapté pour se détacher de la carrosserie du véhicule (16) quand
l'élément de tableau de bord (18, 18', 18") est exposé à une force dépassant une limite
prédéterminée.
9. Structure intérieure frontale d'un véhicule (1) selon la revendication 8,
caractérisée en ce que
l'élément de tableau de bord (18, 18', 18") est fixé à la carrosserie du véhicule
(10, 16) en utilisant un moyen de fixation (17, 19) comprenant un élément de fixation
(17), fixé à l'élément de tableau de bord (18, 18', 18"), et un support (19), fixé
à la carrosserie du véhicule (10, 16), dans lequel le moyen de fixation (17, 19) comprend
un élément pouvant être rompu (23) adapté pour se casser quand il est exposé à une
force dépassant une limite prédéterminée.
10. Structure intérieure frontale d'un véhicule (1) selon les revendications 8 ou 9,
caractérisée en ce que
la limite prédéterminée de la force est dans la plage de 0,5 à 1,5 kN.
11. Structure intérieure frontale d'un véhicule (1) selon l'une quelconque des revendications
précédentes, caractérisée en ce qu'elle comprend un conduit de distribution (26) de flux d'air disposé sensiblement parallèlement
avec le pare-brise (12), dans lequel le conduit de distribution (26) est divisé en
au moins deux sections (26', 26", 26"', 26"") reliée par un joint flexible (28) s'étendant
dans une direction sensiblement transversale au conduit de distribution (26).
12. Structure intérieure frontale d'un véhicule (1) selon la revendication 11,
caractérisée en ce que
le joint flexible (28) comprend un matériau flexible, tel qu'un élastomère thermoplastique,
disposé pour relier les sections adjacentes de conduit de distribution (26', 26",
26"', 26"").
13. Structure intérieure frontale d'un véhicule (1) selon les revendications 11 ou 12,
caractérisée en ce que
le conduit de distribution (26) de flux d'air est intégré dans un élément de tableau
de bord (18, 18', 18").
14. Structure intérieure frontale d'un véhicule (1) selon l'une quelconque des revendications
précédentes, caractérisée en ce qu'elle comprend un conduit principal (24) de flux d'air disposé pour amener l'air vers
le haut depuis une unité CVCA (22), dans lequel le conduit principal (24) est au moins
partiellement formé d'un matériau flexible, tel qu'un élastomère thermoplastique.
15. Structure intérieure frontale d'un véhicule (1) selon la revendication 14,
caractérisée en ce que
l'unité CVCA (22) est disposée en dessous du conduit principal (24), dans lequel une
surface de raccordement entre le conduit principal (24) et l'unité de CVCA (22) est
inclinée dans une direction vers l'arrière.
16. Structure intérieure frontale d'un véhicule (1) selon l'une quelconque des revendications
précédentes, caractérisée en ce qu'une partie frontale (21) d'un élément de tableau de bord (18, 18', 18") positionnée
en liaison avec le pare-brise (12) est prévue pour être considérablement plus faible
que les parties principales de la partie restante de l'élément de tableau de bord
(18, 18', 18").
REFERENCES CITED IN THE DESCRIPTION
This list of references cited by the applicant is for the reader's convenience only.
It does not form part of the European patent document. Even though great care has
been taken in compiling the references, errors or omissions cannot be excluded and
the EPO disclaims all liability in this regard.
Patent documents cited in the description